Railway signal and control system



Sept. 17, 1940. R UNSTRA 2,214,795

RAILWAY SIGNAL AND CONTROL SYSTEM Filed Jan. 5, 1940' 2 Sheets-Sheet 1 WWI 117717171 7 g 1 2 33 LILILJLILJULILI II JVENTO Palpk Z zl n52 rm, R,

ATTORNEY.

R. LINSTRA RAILWAY SIGNAL AND CONTROL SYSTEM Sept. 17, 1940.-

Filed Jan. 5, 1940 2 Sheets-Sheet 2 INVENTOR, PidphZ'inrZ-rm,

ATTORNEY.

Patented Sept. 17, 1940 PATENT OFFICE RAILWAY SIGNAL AND CONTROL SYSTEM Ralph Linstra, Preakness, N. J., assignor of onefonrth to Orie and Jennie Sikkema, Preakneaa, N. J.

Application January 5, 1940, Serial No. 312,453

10 Claims.

This invention relates to block systems for railroads. The ultimate object is to provide for stopping any'train when it comes into dangerous proximity to a preceding train; but whether or not such stopping is effected the object is also to signal the operator of the train under the condition indicated, and in the sense that some part must be moved from an inactive to an active position to effect the stopping such part itself amounts to a signal and may be so treated for the purposes hereof.

Generally stated, the improved system contemplates the following: At or near the adjoining ends of each two adjoining blocks is a stationary electric reversible motor. When any train attains any one of a number of points along the right of way spaced the same as these motors, as respectively adjoining them and each preferably at the outgoing end of a block, the train sets the motor relatively adjacent to such point in active state, setting the onenext behind in inactive or back to normal state. The motor which is set active thereby energizes a contact preferably in the next preceding block and also another such contact in the next preceding block but one, one of these contacts being-nearer one side and the other nearer the other side of. the right of way. On each train are two other reversible motors adapted the one to be energized from any one of the left-hand contacts and the other from any one of the right-hand contacts. They are signaling media and in their normal positions maintain a safe (as green) signal; when one of these motors is caused, by a thereto-related energized contact, to move to the abnormal or active state it establishes a cautionary (as orange) signal and when the other is caused, by a thereto-related contact, to move to the active state it establishes a danger (as red) signal. Thus, the stationary motor having energized two contacts, one in one block and one in the next preceding block, the train which set that motor active is protected from a following train because, when the latter train enters the preceding block its one signal motor will set the cautionary signal and if and when it enters the other or second block its other signal motor will set the danger signal. Provision is had for returning each signal motor to normal position just prior to its reaching the point where the conditions may be such as to set it in active state.

In the drawings,

Fig. 1 is a front elevation of a stationary motor and shows diagrammatically parts of the circuits;

Fig. 2 is a diagram of several such motors and stationary parts of the circuits with a leading train at X and a following train at X;

Fig. 3 is a similar view of the signal motors on any train, with parts of the circuits shown diagrammatically and a certain cross-bar on the train and the shoes carried. thereby in perspective; and

Fig. 4 is a fragmentary plan of the track and contacts 25-32.

The path of travel of the trains will be divided into equal-length blocks, such as I, II, III and IV shown in Fig. 1, their direction of travel being as per the arrow in that figure.

At the outgoing end of each block is a stationary reversible rotary electric motor A, the armature shaft of which has a fixed gear 2 in mesh with the rack 3a: of a lever 3 fulcrumed at 4 on the motor, a stand 5 having a dial 6 itself having two pairs of terminals Ia and 1b, they being all insulated as at 8. Pivoted on the stand and insulated therefrom as at 5a is a lever 9 adapted to be checked in its movements by stops M on insulation 8 and to engage either pair of terminals and which is a snap-switch, to wit, by having a suitably insulated spring IO connecting a point above the lever pivot with a point below the pivot. The upper end of lever 3 has a pin 3a loosely received in a slot II in lever 9. One pair of terminals is used for causing rotation of the motor in one direction and the other for causing such rotation in the opposite direction, as will appear. When the rotation starts in either direction the lever 3 at first idles, due to the slot in lever 9, but ultimately shifts that lever until, by its spring, the latter assumes its other circuit-closing limit. On and insulated as at I2 from the motor casing is a pair of terminals l3. A blade forming a circult-closer l4 projects radially from the armature shaft and when it turns in one direction it engages both terminals, clearing them when it turns in the opposite direction. The described switch 9 determines that the armature shall complete less than a full rotation. In the cab of the locomotive or driver of each train is a pair of motors B-B in all respects the same as the motor A except that they lack the parts I3--I4, that is to say, each has the gear I5, lever it, stand I'l, dial l8, insulated pairs of terminals l9al9b and snap-switch 20 movable by the lever. In the cab also are these signals, green or safe, G, orange or cautionary, O, and red or danger, R, all being electric lamps.

A circuit, now to be described and shown by light solid lines, is in part on each train and in part stationary, with the energy source also on the train.

21 leads from a conductor 3| (to be referred to) to the next preceding motor A and is then grounded, as at 261:, the same having a break therein formed by the terminals lb. On shoe 24 of any train engaging a contact 25 it causes rotation of the adjoining motor Aforward or clockwise, to shift switch l4 thereof to close a circuit (to be described) having a break therein at terminals 13, and rotation of the next preceding motor A reversely or counter-clockwise, to shift its switch to open said circuit at the corresponding terminals I3. (I term the conductors 26 forward-driving and the conductors 21 reverse-driving.) It will be understood that when said contact 25 was thus engaged by shoe 24 the break for said adjoining motor stood closed by the snap-switch and that it remains closed until the clockwise rotation of that motor has closed the break at l3 and shifted the snap-switch so as to open break Ia and close break 1b to energize the next preceding motor.

The motors a are circuit-closing media, (1. e., each for closing the corresponding break at l3) and when the train passes out of a block'it establishes the medium in that block in active or circuit-closing state, to wit, at l3, and the medium in the next preceding block in inactive or circuitbreaking state.

The signal-controlling circuit controlled by any motor A is as follows, being, as will appear, also in part stationary and in part on each train and shown by heavy solid lines:

A main line 29 extends from ground along the track T and contains an energy source 30. From it extend leads 3| the same in number as the blocks and each having a break formed by the terminals I3 on the adjoining motor A and two branches 3| a-3lb, branch 3| a leading to a contact 32 adjoining the next preceding motor A but one and branch 3lb leading to a contact 33 adjoining such next preceding motor A. (The contacts are of course suitably insulated and, like the motors A, they are at the outgoing ends of the blocks to which they respectively correspond.) Contacts 32 and 33 are respectively adjacent the left and right sides of the track and each is set somewhat after contact 25. Thus, when a train by its shoe 24 engaging a contact 25, has closed the described circuit for driving the motors A the adjoining motor A will effect energizing of the two contacts 32-33 controlled thereby, wherefore contact 32 will as will appear be effective to set the 0 signal and contact 33 to set the R signal on the train following. So much for the stationary part of the (signal-controlling) circuit now being described. The part thereof on each train is as follows: 34 and 35 are two shoes on each train respectively arranged to wipe the contacts 32-33. They form the terminals of conductors 36-31 which respectively supply current to the motors B-B' to rotate them from their normal positions shown, or respectively clockwise and counter-clockwise, being both grounded at 36a. That is, when a following train leaves a block (as III) in which by a preceding train the contact 32 has been left energized the motor B of such following train will be driven clockwise and if and when the train then leaves the next block (as II) its motor B will be driven counter-clockwise. It remains here to 5 consider how the motors B-B are reversed: Flanking shoe 25 are contacts 38-33 forming the terminals of conductors 40-41 which serve as extensions on the train of conductor 22, being respectively connected to motors B-B to drive 10 them reversely. The shoe 25 is placed somewhat in advance of the adjoining contact 32 or 33. When the train passes any contact 25, therefore, current flows .from the source 23 'on the train to shoe 25, thence via contacts 38-39 and con- 15 ductors 40- to the'motors and so is potent, if

either of the motors has been driven from its shown or normal position, to reverse it; and, this always occurs before a contact-34 or 35 attains its contact 32-33 either of which, if it stands 20 energized by the preceding train, is to drive the corresponding motor from normal position.

The signal circuit connections areas follows: A lead 42 contains signal G and the terminals l9a of both motors B-B and is grounded; a lead 25 43 contains signal 0 and terminals l9b of motor B and is grounded; and a lead 44 contains the signal R. and the terminals "lb of motor B and is grounded. All the leads extend from conductor 22. 30 The shoes 24-34-35-38-39 may all be affixed to a cross-bar C on the driver of each train. To recapitulate the operation, and first as to aleading train, as X, assumed of course to be on the track, Fig. 2: This train is assumed to have 35 just left block II and so passed contact 25 therein. The energy source 23 thereon has therefore acted, by engagement of shoe 24 with said contact, to energize the motor A adjoining said contact which thereupon assumed the position shown and so closed the conductor 21 at lb so that the preceding motor A is reversed or returned .to its normal position. (The power for (i. e., reversely) driving the latter motor A- since such motor is remote from the other mo- 43 tor-is desirably obtained from, the stationary source 30.) Further, the contacts 32-33 appertaining to the first motor are energized from source 30 so that the conditions potentially exist for successively setting the O and R signals on a 50 following train departing first from block III and then from block II.

The following train passes the contact 32 in block III (it being assumed that the leading train has not meanwhile in block I reversed the motor 55 A in block II) so that its motor B is made to cause'its switch 20 to disestablish the G signal and set the 0 signal; if it continues and passes the contact 33 in block II its motor B will cause the switch 20 to set the R signal. 60

But in any event just before a signal is set on the following train by its passing contact 32 or 33 the corresponding motor B or B is inevitably restored to its normal or shown position by the energy from the source 23 on the train, 5 thus restoring the G signal, to wit, because contact 25 is ahead of contacts 32-33 and iswiped both by shoe 24 (which controls two motors A) and contacts 38-39 for effecting reversal of motors B-B' before either of such contacts is ener- 70 gized from 32-33.

Otherwisestated, the motors A derive their forward-driving energy from the source 23 on the train, the normal position of each being when M stands closed; they derive their reverse-driving energy (each when the next motor to the right is driven forwardly and so closes flb) from the fixed source 30. When any motor A is driven to abnormal position (second from the right in Fig. 2), besides thus reversing the next preceding motor, it energizes, for the protection of the following train, a contact 33 at the right side of the track and (here) in the next preceding block and a contact 32 at the left of the track and in the next preceding block but one. The energy for that purpose is derived from the fixed source '30. That being done, the following train on encountering 32 will have its motor B driven forwardly (from fixed source 30) so as to set the 0 signal and if it continues and contacts 33 it will have its motor B driven forwardly to set its R signal. In this connection it is noted that the following train might, with its cautioning or 0 signal proceed into-the next'block and have its red or R signal also set. To avoid this, or always to reverse both motors BB' to the green or G position just before they might receive energy from 32 or 33, they are subjected to a reversing impulse which will reverse them if of course they are not already reversed or in normal positions.

As for the actual stopping of the train (to wit, by cutting off' the power or applying the brakes, or both), either motor B or B may be treated as a source of power for that purpose.

Any suitable means for transmitting such power may of course be used.

By way of analysis of my invention and in elucidation of the appended claims I remark as follows:

The invention contemplates that each of the electromotive devices A may be regarded as of itself in effect a signaling medium, for instance, as .assuming the on position when it is driven forwardly and the off position when it is driven reversely. According to my invention each such device is driven to the on position from a source on the train and any means, controlled by said device, for reversing a device thereto preceding is broadly within the invention.

Again, in respect to the provision for signaling existing on a train itself, while it is preferable to include two signaling media, as B-B, such is not indispensable. Preferably, of course, the driving of any one such medium is to be controlled by a leading train, though such is not indispensable.

Again, given leads (as 3|) corresponding in number to the blocks and respectively having contacts (as 32) in the respective blocks and other contacts (as 33) in the respective preceding blocks with the two series of contacts offset from each other transversely of the track, so long as there are independent conductors on the train respectively having terminal shoes arranged to engage in succession the contacts of the respective series, thus to form of a lead and a conductor a circuit on each such engagement, it is not material what character the electromotive means (thus receiving independent impulses from the two conductors) may assume, or whether or not each lead is of the closable type and, if so, how it is closed.

Having thus fully described my invention, what I claim is:

1. In combination, a track, a train arranged to travel along the track, a portion of an electric circuit on the train including an energy source and having a terminal shoe, a series of reversible electromotive devices arranged at intervals along the track, forward-driving conductors for the respective devices respectively having breaks therein and contacts arranged at substantially the same intervals as said devices and to be engaged successively by said shoe, each .device normally closing the corresponding break but when moved adapted to open the same and each device and its conductor, on engagement of the corresponding contact by said shoe, forming the remainder of said circuit, and means, controlled by the device which is at any time driven forwardly, for

reversing a device thereto preceding.

2. In combination, a track, a train arranged to travel along the track, a portion of an electric circuit on the train including an energy source and having a terminal shoe, a series of reversible electromotive devices arranged at intervals along the track, forward-driving conductors for the respective devices respectively having breaks therein and contacts arranged at substantially the same intervals as said devices and to be engaged successively by said shoe, each device normally closing the corresponding break but when moved adapted to open the same and each device and its conductor, on engagement of the corresponding contact by said shoe, forming the remainder of said circuit, and a normally open electric-circuit-forming means, arranged to be closed by the device which is at anytime driven forwardly, for reversing a device thereto preceding.

3. The combination'set forth in claim 2 characterized by the last-named means having a fixedly located energy source.

4. In combination, a track, a train arranged to travel along the track, an electromotive device to be driven arranged on the train, a portion of an electric circuit on the train including said device and having a terminal shoe, normally open leads respectively having contacts arranged at intervals along the track and to be engaged successively by said shoe, said portion and a lead, on engagement of the shoe with the contact of such lead, together forming an electric circuit, means providing an energy source for each circuit when formed, and means to close such lead independently of all the others.

5. In combination, a track, leading and following trains arranged to travel along the track, an electromotive device to be driven arranged on the following train, an open electric circuit system having a part stationary and formed with a break, and a part on the following train, the latter part including said device and being adapted to engage the first-named part to form therewith said circuit system, a. stationary electromotive device to close said break, and a circuit including the latter device and having a portion stationary and a portion on the leading train, the latter portion being adapted to engage the first-named portion and thereby establish said circuit in closed state to drive the second-named device.

6. In combination, a track, leading and following trains arranged to travel along the track, anelectromotive device to be driven arranged on the following train, a portion of an electric circuit on the following train including'said device and having a terminal shoe, a stationary conductor means including normally open leads respectively having contacts arranged at intervals along the track and to be engaged by said shoe, said portion and means, on engagement of the shoe with any contact, together forming such circuit, stationary electromotive devices drivable to close the respective leads in succession and arrangedalong the track, an electric circuit, having a part thereof arranged on the leading train and parts including the respective latter devices and arranged along the track and to be independently engaged by said first-named part whereby to complete the latter circuit, for driving the latter devices in succession, and means providing energy to the circuits.

7. In combination, a track divided into blocks, a train arranged to travel along the track, electromotive means to be driven arranged on the train, normally open leads relatively adjacent and corresponding in number to the respective blocks and each having a contact in the adjacent block and another contact in the next preceding block, the contacts which are adjacent the respective blocks forming a series offset transversely of the track from the other series of contacts, two independent conductors on the train for driving and connected with said means and respectively having terminal shoes arranged to engage in succession the contacts of the respective series, any conductor on engagement of its shoe with a contact forming with the corresponding lead an electric circuit, means to close the leads, such lead independently of the other leads, and means providing an energy source for each such circuit when formed.

8. In combination, a track, leading and following trains arranged to travel along the track,

electromotive means to be driven arranged on the train, normally open leads relatively adjacent and corresponding in number to the respective blocks and each having a contact in the adjacent block and another contact in the next preceding block, the contacts which are adjacent the respective blocks forming a series oifset transvers ely of the track from the other series of contacts, two independent conductors on the train for driving and connected with said means and respectively having terminal shoes arranged to engage in succession and .contacts of the respective series, any conductor on engagement of its shoe with a contact forming with the corresponding lead an electric circuit, means, controlled by the leading train, to close the leads successively, and means providing an energy source for each such circuit when formed.

9..In combination, a track, a train arranged to travel along the track, a reversible electric motor on the train, forward-driving and reversedriving conductors for the motor, leads arranged at intervals along the track to be successively engaged by one conductor and on such engagement forming therewith an electric circuit, means, arranged along the track, to form an electric circuit with the other conductor following each and before the next such engagement, and means providing energy to the two circuits.

10. In combination, a track, a train arranged to travel along the track, a reversible electric motor on the train, forward-driving and reverse-driving conductors for the motor, leads arranged at intervals along the track to be successively engaged by one conductor and on such engagement forming therewith an electric circuit, means, arranged along the track, to form'an electric circuit with the other conductor following each and before the next such engagement, and separate means, one on the train and the other stationary, providing energy to the respective circuits.

RALPH LINSTRA. 

